Power-operated valve-reversing gear



5 SHEETS'SHEET I P. SHEEDY. POWER OPERATED VALVE REVERSING GEAR.

Fl LED MAR.

Jan. 30, 1923.

Jan. 30, 1923. v 1,443,888.

P. SHEEDY. POWER OPERATED VALVE RENEBSING GEAR.

FILED MAR. 22, 1922. 5 SHEETSSHEET 2 Jan. 38, .1923. 1,443,888

P, SHEEDY. PowER OPERATED VALVE REVERSING GEAR,

FILED MAR. 22, 1922. 5. SHEETSSHEET 3 N VENTUI? Znfj Jan. 30, 1923.

I- -IIIL Jan. 30, 1923,

P. SHEEDY POWER OPERATED VALVE REVERSING GEAR FILED MAR. 22. 922

5 SHEETS-SHEET 5 FIE ID Patented Jan. 30, 1923.

art sts PATRICK SHEEDY, OF LOS ANGELES, CALIFORNIA.

POWER-OPERATED VALVE-REVERSING GEAR.

Application filed March 22, 1922.

To all whom it may concerns 7 Be it known that I, PATRICK SHEEDY, a citizen of the United States, anda resident of Los Angeles, county of Los Angeles, and State of California, have invented. certain new and useful Improvements in Power-Q10- erated Valve-Reversing Gears, of which the following is a specification.

The hereinafter described invention relates to that class of power driven mechanism used in reversing and positioning the valves on the valve seats in point of cutoff for the introduction of pressure fluid into the cylinders of reciprocating engines. .the application being particularly OXQIHPllllQCl in moving the heavy valves on the valve seats of modern steam locomotives by fluid pressure, whereby the engineer is afforded relief and safety over manually operated valve gears; the essentials of such apparatus in.- volving the use of a cylinder and piston, operating valve, piston rod, crosshead and crosshead guide, allconnected through the reverse shaft of the locomotive to the valve in the steam chest.

One of the objects of "the invention is to provide a simple construction which will overcome the inefiiciencies at present existing in power reverse gears principally occasioned through the linkage connections obtaining between the control lever, operating valve and the main crosshead, whlch connections are the vital factors in the functioning of the gear, in that movement of the control lever to the desired positions or points of (rutoif shifts the valve from its closed or shut olf position. opening the passage of pressure tl'ierethrough. into the cylinder; the piston and crosshead moving out or in, as the case may be, and the valve returning by means of the linkage to its shut off position thereby closing the passage or" pressure into the cylinder and causing the piston to cometo rest at the desired position as set by the control lever on its quadrant; but it is in the inability of the linkage connections to normally stand the wear of service that the device fails to maintain the shut off position of the operating valve at the desired position corresponding to the position of the control he ver on its quadrant, as intended and required, in order to operate properly and not permit a pressure to be bullt up in the cyhnder through the operating valve being slightly off its seat, which pressure causes Serial No. 545,840.

the piston to gradually move or creep for-v ward or back, as the engine may be in forward or back motion, and falsely position the enginevalve in the steam chest overthe desired position as set on the quadrant of the control. lever to effectively and economically work steam through the valve into the locomotive cylinder; it being impossible to hold the valve in the steam chest in point of steam cutoff as set without creeping. The failure of the operating valve to maintain a shut off position at whatever point the control lever on the quadrant be set as designed, is due to the wear between the pins and bushings forming the linkage connections, a relatively small amount of wear between these parts causing the operating valve to position itself slightly off its seat and the wear of service greatly aggravating this condition, making it impossible unless constant attention and maintenance be given to retaining the fit between the pins and bushings, for the gear to function elliciently as intended and it is in rectifying this design and its operative weakness through the elimination of all linkage connections between the control lever, operating valve and crosshead with their accompanying pins and bushings, and employing in lieu thereof fluid pressure connection from the operating valve direct to the cylinder for the movement of the piston and crosshead with its attached gear, that the merit of my invention stands out.

Another object of the invention is to provide an operating valve which, when positioned on either side of centre, will introduce pressure therethrough into one end of the cylinder and simultaneously release the pressure in its opposite end so that the piston can readily'move forward or back in positioning thegear as desired without being retarded by pressureon the opposite side thereof. and which when positioned on centre will introduce equal pressure on both sides of the piston and simultaneously admit pressure to an auxiliary piston actuating a lock on the crosshead thereby assuring the fixed position of the gear without creeping and without disturbance or chatter, as when,- through lack of lubrication, the engine valve in the valve chest becomes dry and excessive friction occurs in its movement; the equalized pressure on either side of the piston being maintained by check valves even though excessive leakage occur as through worn or blowing piston rod packing, defective pipe or flange connections, blow holes or the like, the check valves opening and permitting pressure to enter the cylinder against the piston and build up any leakage occurring, so that the leakage which now destroys the efiiciency of equalized pressure on either side of the piston in power reversegears is eliminated; it being possible by my improved construction to overcome leakage practically up to the fullicapacity of the pipe and check valve thnou' h which the pressure is delivered into eiier end of the cylinder.

A further object of the invention is to connect an indicator'to the crosshead so that an exact reproduction of the movement and positioni-ng of the valve in the steam chest will occur in such manner that the engineer will have complete vision of the actual happening-in positionin the valve on-its seat rather than an assume or relative idea of its position which is only possible to obtain at present through the control lever on the quadrant, as movement of the lever does not cover the full distance of travel of'the valve on its seat on account of the linkage connections obtainin between the control lever and the'cros'shea of'the gear. By having an exact reproduction of the valve location in the steamchest and its fixedposition when set in point of cutoff, the engineer is able to effect an economy in working steam not now possible through the assumed position designated by the controI lever on the quadrant.

In order to fully comprehend the invention reference is made to the accom anying drawingsin which Fig. 1 is a side e evation of the general assembly, the valve chest and cylinder bein in sectionto better illustrate the position 0 the valve on its seat when all parts are operatively associated as in practice.

Figs; 2, 3,4 and 5 show enlarged views of my: improved construction as an entirety, Fig. 2"being'a side elevation partly in section through the main operating cylinder to better illustrate the fluid pressure connections thereto,- as well as partly in section through the crosshead locking cylinder to show theressure connections to same, ig. 3 an end e evation of the main cylinderwith crosshead on guidebar; pipe connections being shown into the main cylinder and locking cylinder, Fig. 4 a plan view of indicator showingmelation of pointer to markings on indicator guide bar, these markings denoting" accurately the full locomotive valve movement inits seat, Fig. 5 an enlarged elevation in section showing the position of the check valves used between the front and back ends of the cylinder for maintaining equalized pressure on either side of main piston.

lfiigs'. 6 and 7 show an end elevation and a side elevation, respectively, of the operating valve assembled as in practice.

Fig. 8 is a sectional elevation of the operating valve taken on line 8-8, Fig. 9, and shows the position of the inside valve as movable over the seat. ports for controlling the fluid pressure through the valve to the working parts-of the gear. The main air inlet into the chamber surrounding the valve on its seat is also shown as well as the exhaust outlet and one port leading to the front end of the main cylinder.

Fig. 9 is a sectional plan view also of opcrating valve being taken on line 9-9, Fig. 8, and shows the relation of the three seat ports in the body of the valve and their passage through the valve to tapped pipe connections on the outer surface of the body which are connected to the front end of the main cylinder, back end of the main cylinder and to the crosshead locking cylinder. The main airinlet and exhaust outlet are also shown.

Figs. 10, 11, 12 and 13 are diagrammatical views in plan of the operating valve showing four different positions of the inside valve on its valve seat, and the lapping of the ports of the valve on the ports of the valve seat through movement of the control handle as occurs in practice, the four stages illustrating from vertical or neutral position of the control handle to extreme right position as when the locomotive valve is being moved forward by the gear in its seat.

Fig. 14 is a sectional elevation of the inside valve of the operating valve being taken on line 14-14, Fig 10, for the purpose of showing that the Valve has two pressure ports cut clear through it to its ground seat, as well as exhaust depressions shown dotted, leading into a central exhaust cavity.

The general working relationof the parts and their description follows: in which 10 denotes the main working cylinder with piston, 11, and piston rod, 12. Connected to the-end of piston rod, 12, and fitted on guide bar, 13, is crosshead, 14, and locking cylinder, 15. Also connected to crosshead, 14, pivotally at 16 is the rear end of reach rod, 17, of any of the standard types of locomotive valve ear, for example, the lValschaert gear, to which my improved construction is shown connected in Fig. 1.

Fluid pressure is used as themotive power for driving the gear and may be steam or air, but preferably the latter, taken from the locomotive main air reservoir. Control of pressure to the working parts is effected through operating valve, 18, shown in the present instance as a rotary type, the same having proved. to be well suited to the service, although any operating valve equivalently ported, as hereafter described, for the passage of pressure therethrough to the iii der, 10, 18 to communicate with the back end of cylinder, 10, and 18 to communicate with crosshead locking cylinder, 15, the three ports terminating on their inner ends in seat 16'. Ground on valve seat, 18 is valve, 18, with ports, 18 and 18-Bpassing clear through the valve to the ground seat. Valve, 18 is housed by chamber, 18 the I latter being; jointed against the valve body,

18", to include direct communication with main air inlet, 18, thereby providing that the ports, 18 and 18 are always filled with pressure fluid. T he bottom of valve, 18 is cored with an exhaust cavity comprising depressions, 11.8 18 18 and 18, all leading into the central cored depression, 18 which latter re isters with exhaust outlet, 18 Valve, 18, is moved on its seat, 18 to lap the ports, as required, in working the gear by stem, 18" upon which is aihxed control handle, 15;". In setting the parts as in practice, operating valve, 18, is positioned convenient to the hand of the engineer and cylinder, 10, is substantially bracketed in place to permit of ready connection between the crosshead, it, and reach rod, 17, of the valve gear and tight joint pipe connections are made up between the tapped end of, port, 18, and the front end of the cylinder at 19, the tapped end of port, 18 and the heel: end of the cylinder at 20, and the tapped end of port, 18 and crosshead locking. cylinder, 15, at 21. Locking cylinder, 15, is fitted with a piston and piston rod, the latter terminating in a shoe or latch, 22, preferably formed with milled teeth thereon, being adapted to engage with milled teeth likewise made on the under side of guide bar, 13, so that when pressure is applied against the piston in any position ol the crosshead, the teeth on the shoe and guide bar will be engaged. A. spring, 23, hearin against the end of the cylinder and the piston assures the release of the shoe or latch, 22, against thegnide bar, 13, upon removal of pressure in the cylinder, 1).

To compensate for the movement of the crosshead, 1%, in its travel on guide bar, 13, a movable tight pipe connection is provided in the pipe line leading from the port, 18?, to the locking cylinder, 15, a simple means of making such connection being; shown through the provision of a fixed stuffing box, 94, with tight receptacle, 25, telescoping the pi pe, 26, leading to cylinder, 15, permitting the latter to lengthen or shorten, as required, to suit tl "'avel oi" the crosshead.

Connectorinto the pipe line leading from port, 18, to locking cylinder, 15, at 27 is an intermediary pipe connection, 28, withbranches, 29 and 30, leading to the front and rear ends, respectively, of the main cylinder, 10, through the connections, 19 and 20. (Ii heel: valves, Ill. and 32, are set in the branch pipes, 29 and 30, with seats to lift when pressure is passing through the pipe line to locking cylinder, 15, to balance the pressure on either side of piston, 11, as hereinafter described.

Conveniently located in the locomotive cab within the vision of the engineer is an indicator consisting oi a guide bar, 33, upon which is positioned crosshead, 84.. Parallel to guide, 33, is bar, 35, the, top of which is laid off to indicate the position oi the valve in the steam chest of the locomotive at maximum, minimum and intern'iediate 30111125 oi? cutofi. .hllixed to crosshead, 3-1, is a needle or indicator pointer, set to worl: closely adjacent the markings on guide bar, 33 Urosshead, 34, and main crossherul, 141-, are pivotally connected at 37 and 38, respectively through red, 39, so that upon movement otcrosshead, it, the indicator crosshead, 34;, moves the same distance; the guide bar, 13, upon which crosshead, 141, works and the guide bar, 33, upon which the indicator crosshezid, ti l, works, being t such length as to accommodate exactly the same length 012' travel, and as the crosshead, l l, denotes the exact length of travel and position of the locomotive valve in its valve seat, theretore the indicator crosshead, 84, being direct connected to crosshead, i l, denotes the same conditions on marked indicator bar, 83.

It is within the scope of my invention to employ any equivalent construction to that herein shown and described and the assembly of the p rts may be rearranged to suit local conditions or application without departing from the spirit of the invention.

m th for going description of the parts and their general service arrangement, the tollowing description of their operation is herewith set out.

It is first desired to bring out the tact that the two valve ports, 18 and 18-", in chamber, 18 are always tilled with prossure fluio and for the purpose of description will be called live air ports, and that it is in the positioning of these ports over the seat ports, 18, 18 and 18 that the complete control of the is etlected. The two live air por s have been locateo opposite each other l. in such relation to the three seat ports that both cannot communicate pressure through the valve, 18, at the same time: in this man ier it is possible to lap the live valve ports over the seat ports leading to the working; parts of the apparatus so that inct operations occur at different times,

:irely indepeiulent of each other.

It is highly desirable to have the operating valve work accordingly so as to communicate and exhaust the fluid prewurethrough the seat ports to theworking parts in stages, thereby avoiding any possibility of conflict or error in having one mowing part intended to function in advance of the other do so. For example, locking the crosshead, 14, on guide bar, 13, simultaneously with the equalizing or balancing of the pres sure on either side of main piston, 11, is an operation distinct from and in advance of the operation which admits pressure onthe one end of the main piston and simultaneously releases it on the opposite end so as to permit the cross head and attached gearto readily move forward or back as desired.

What may be expressed as the neutral' position of the operating valve, 18- is when the control handle, 18', is set to pressure port, 18, in full register with the seat port, 18, leading to the crosshead looking cylinder, 15, at which time the other live port, 18 is blanked the ground valve seat out. of action between the two I other seat ports, 18 and 18, leading'to the front end and back end, respectively of the main cylinder, 10. In this position all functioning of the gear is at rest and positively locked a ainst movement.

In or er to fully appreciate the Working of the o crating valve, reference is best made to iagrammatical views Figs. 10,.11, 12 and 13, in which Fig. 10 shows the neutral position, above referred to, with controliham dle,18, vertical, this being .the preferable way of setting the valve for convenience to the engineers hand. In this osition' the two live pressure ports, 18 an 18, inthe valve, 18, are shown in fulllines, the port. 18, fully registering with seat port, 18, and the port, 18 being out of service between the seat ports, 18 and 18, shown dotted. Now figuring that the engineer desires to move the locomotive forward, the valve gear must be put in forward motion; accordingly the control handle, 18', is moved forward or clockwise, the Fig. 11 showing the valve port, 18, having passed out: of communication with seat port.,'18, and the exhaust depression, 18, of valve 18, overlapping seat port, 18, thereby exhausting the pressure out of the line to the looking cylinder, 15, releasing the lock against the guide bar, 13, and removing the equalized pressure on either side of main piston, 11, putting the latter in condition to be freely moved when pressure is applied against it. It will be noted that valve port, 18', is an appreciable distance out of communication with seat port, 18, and is blanked out of action against the ground valve seat and that the valve port, 18 has not quite started to la seat port, 18 leading to the back end of cy inder, 10. By locating the valve ports in relation to the seat ports in this way,

lap one live there is no question about the one valve port, 18', being fully out of action before the other valve port, 18, goes into action, and assurance is-thereby given that the crosshead lock is entirely freed before any movement of the piston, 1*1,and' crosshead, 14, with attached gear occurs.

Now turning the control handle, 18, slightly further, as shown in Fig. 12, we bring the edge of valve port, 18 line and line with the edge of seat port, 18*, just ready for the admittance of pressure to the back end of the cylinder and the edge of the exhaust depression, 18 line and line with the edge of seat port, 18*, just ready to exhaust the pressure out of the front end of the cylinder. Continuing to turn control handle, 18, as far as possible to the right against a stop, positions the valve port, 18 in complete register over the seat port, 18, and simultaneously brings the exhaust depression, 18 into full register with seat port, 18 leading to the front end of the cylinder, whereby the piston cnosshead and valve gear attached thereto are free to move forward in positioning the locomotive valve in the-valve seat, admitting full pressure into the backend of the cylinder and releasing all back pressure in the front end of the cylinder, the piston, crosshe'ad and attached gear moving forward without pressure obstruction in positioning the locomotive valve in its valve seat; the length of travel of the-piston, or length of stroke of the valve, being: entirely within the discretion of the engineer, after which operating handle, 18, is moved back to neutral position as shown in Fig. 10; the cycle of operation being to always start with the control lever, 18', in neutral position and return to neutral position during which: occurs first, the release of the crosshead lock and the removal of the balancing pressure on either side of the piston; second, the admittance of pressure to one end of the cylinder and the exhaust of the pressure from the opposite end of the cylinder; third, the time allowed the admitted pressure to carry the piston as-far as desired; and fourth, the locking of the crosshead again in whatever position the. PlStOIlwhflH been placed, which means wherever the engineer desires to position the locomotive valve in its valve seat. In case the engineer desires to shorten the point of cutoff of the locomotive valve in its valve seat after having started hisengine on long stroke or maximum movement of piston, 11, which is the usual practice after train load has been started and speed attained, he moves the control handle, 18', backward or counterclockwise when the crosshead lock is released, the balanced pressure on either side of the piston removed and the pressure admitted to the front end of the cylinder and released from the back end of the cylinder,

the piston moving back just as far as the en gineer desires to set his point of cutoff when the control handle, 18*, is again brought back to its neutral position and. the crosshead lock set again i The valve ports and seat ports are so arranged that they function exactly the same when the. control handle is moved to the left or counterclockwise they do when the contro handle is moved to the right or clockwise, the operation being the same eitner side of the neutral position, as shown in Fig. 10, it oly-Jiously sing necessary that this be arranged. for in order that the valve gear may be put in reverse motion as when the engineer is backing up, or changing the point of cutoff of the locomotive valve in its seat, as just lescribed. The engineer. is guided accurately in knowing the position of the piston or the position of the main crossiead attached thereto, which is the same position as the locomotive valve. in its seat, by the auxiliary crosshead indicator directly connected to the main crosshead, and which being located in the cab within his vision permits him to effectively position the locomotive valve in its seat with a true knowledge of its movement and location.

Of particular consequence in the practical operation of my ii'nproved gear arrange-- ment the positive maintenance of equalized. or balanced pressure on either side of the piston when the latter is at rest, as when the locomotive valve has been positioned in its valve seat in point of cutoff, for in the power reverse gears at present in use, it is on account of their inability to maintain equalized pressure on either side of the piston that creeping of the locomotive valve on its seat is caused, thereby falsely positioning the valve over that intended, and materially re ducing the economy in steam consumption of the locomotive under load. Creeping of the locomotive valve in its seat'causes undue shock on the working parts of the apparatus and increased wear on the locomotive valves and valve seats themselves in addition to causin an ever fluctuating change in the pull or the normal, locomotive exhaust, and this has a: direct effect in the fuel economy of the locomotive, as the fireman in locomotive practice changes or regulates his fire to suit the strength of the exhaust, being ever watchful in noting the changes in steam working by the engineer in order to regulate his fire accordingly, but insomuch as the creepiim of the valve on its seat cannot be reckoned with on account of its intermittent and; uncertain happening, it is impossible for the tireman to maintain the same fuel economy as when the locomotive valve is oositivclv assured in its seat a ainst movelv r:

went after once being set, as is in my improved device.

Again,'tl1e economy in the working of accomplished steam knowingly by the engineer is of greatest importance but with a spasmodic or ever slightly changing position of the locomotive valve on its eat, it is not within the province of the engineer to economically work his engine.

The operating efficiency of my construction is'realized through the constant maintenance of equalized pressure on either side of the piston, during which time the crosshead is locked in position thereby positively preventing creeping of the locomotive valve in its seat, this accomplishment being of fected entirely without the aid of links, pin and connections commonly used in the movement of the operating valve for the admittance of pressure into the working cylinder of power reverse gears. in my improved construction fluid pressure is used entirely in working all moving parts in the place of pivotal connections, it having been found in practice that it is ever hard to maintain a true functioning of pivotally connected operating valves in power reverse gears, unless all lost motion between the links and pins is constantly taken up and this requires continual vigilance and expense which is not practical in every day railroad operation. A small wear of the pins in their bushings causes a considerable lost motion in the operating valve on its seat, on account of the leverage of the'linkage connected thereto, making it impossible to entirely shut off the inlet of pressure into the cylinder, as intended, the inlet valve positioning itself slightly off its seat when it is supposed to be entirely shut off, letting pressure creep into the cylinder not intended and causing the locomotive valve as attached to the piston and crosshead to jump forward or creep periodically.

The operation of fluid pressure as used in my invention in overcoming the inefliciencies of the linkage connections, as now used, is herewith set out.

Taking the neutral position of the operating valve, 18, a shown in Fig. l, the air pressure from the locomotive main reservoir passes through the valve into the pipe conduit leading to locking cylinder setting the lock and through the intermediary pipe connection, 28, joined to the pipe conduit leading to the locking cylinder at 27, into the leads 29 and 30, connected into the front end and back end, respectively, of the main cylinder, l0, lifting the check valves, 3i and 32, and permitting pressure to enter the cylinder, 10, on either side of thepiston, 11, the pressure backing up in the pipe conduits connecting the operating valve, 18, with the front and back end of cylinder at 19 and 2t respectively, as far as the ground valve seat in the valve, 18, the seat forming a dead or sealed end, as it were, for both pipe inlets into main cylinder, 10, so that no wastage of pressure occurs in this direction. 10 clearly shows the scat ports, 18', and 18*, blanked against the ground seat of valve, 18, as above stated. By holding thepresuro through the operating valve in the one direction, the full pressure is always utilizahle through the conduits leading into either end of the cylinder, 10, to continuously maintain the balanced or equalized pressure on either side of 'the piston", 11, it obviously heingiposeible to have a very material leakage on either or both ides of the piston, 11, and still maintain the ualized pressure, such mleakagqfor examp c, as would occur through lil'owingpiston rod paclcin ,or leaky cyliuder'heed joints, or in fact ab ow hole or crackthrough defective castings.

What 'I claim is v 1. 'In a valve reversiu -mechanism,'a main cylinder with piston an piston rod, a crosshead, a guide bar, a valve reach rod, connection between the piston, cmsshead and valve reach rod, a cylinder onthe-cmsshcad with piston and piston rod,-the-piston-rod terminating in a look engaging the guide bar, a valve connected to a sourceo fluid nessure, oonneetirm between the valve 0 the from; and near endsof the main cylinder, connection between the valve and the messhead locking cylinder and connection rbetwem both ends of the main cylinder and crosshead :leckin cylinder, means within the valve for de-iverillg puelsure into the crosshead locking cylinder simultaneously with the delivery of pressure into both ends of the main cylinder against the piston therein and for simultaneouslyreleasing the pressure from the crosshead locking cylinder and the opposite'ends of the main cylinder in advance of admitting pressure to either end of the main cylinder and simultaneously releasing iPIGSSHUB'fi'OHl its opposite end, the fluid pressure connection-through the valve for simultaneously admitting and releasing pressureto both ends of' the main cylinder and to the erosshead cylinder being separate from the fl uid pressure cennectionthrough the valve for simultaneously admitting-and releasing pressure to the-opposite ends-of the main cylinder.

2. Ina valve reversing mechanimmmmein cylinder with piston and "piston rod, a crosshead, a guide harps. valve reach rod, connection between the piston, .cmsshead and valve reach rod, a cylinder our the .cnosslaead withpiston and pishmvmd ithe piston rod terminating in .arlmk theguide bar, a rotary valve conmactadztma meeworf fluid pressure, oonnedienhtwmen bhe valve and the :front and rear mdecuf lithe cylinder, connection-between sthe who and the crosahead locking cylinder and connection between bothiends of themahmylimler and*mnlreadilockirgicyfwder,mmnervdthunease in the valve for deliver-in pressure into the crrmhead locking cylin r simultaneously with the delivery of pressure into both ends of the main cylinder against the piston therein and for simultamomly releasing the pressure from the crosshcad loekingcylinder and the opposite ends of the main cylinder in advance of admitti pressure to either end of the main cylin er and simultaneously releasing pressure from its opposite end, the fluid pressure connection through the valve for simultaneously admitting and releasingpnessure to both ends of the main cylinder and to-the croashead cylinder being separate from the fluid pressure connection through the valve for simultaneously admitting and releasing pressure tothe opposite ends iofthe main cylinder, the valve operation for the accomplishment of which occurs in stages independent of each other.

r 3. In a valve revering mechanism, amain cylinder with piston and piston rod, a crosshead, a .guidehar, a valve reach rod, connection between the piston, erosshead and valve neech rod, a cylinder on lihe crossheed with piston and piston rod, thepieton rodterminating in a lock engagingtheguide bar, a valve connected tooisounee offluidzpreesare, connection between't-he valve and' the front and rear ends of the main to linder, connection between the valve -'z the eroashead locking cylinder wand connection between both endsiolf the main cylinder and crosshead looking cylinder, pressure admitting and netairringv wailve means in the connection betwecnthe ends of the maxim cylinder and the orosshead locking cylinder, means within the valve for delivering pressure into the crosshead locking cylinder simultaneousl with the delivery of pressure into loath s of the main cylinder against the piston therein and for simultaneously releasingthe pressure from the croeshead cylinder and the opposite ends of the main cylinder in advance of admitting pressure to seithercnd of the-main cylinder and simultaneously releasing pressure ifrom its opposite end,pche

fluid pressure connection thnoughflthe valve for simultaneously admitting and releasing pressure to both ends of the maincylinder and to the crosehead cylinder being mpamte rfirom the fluid pressure connection through the value for simultaneously :admittingmnd releasing pressure to'rthe opposite ends of the main cylinder.

4. do a vllmemeveesing meelmnism e main 'cylinderwith piston :Imdipiston mod, aemees head. aguide bar, a walvemeadaurod, :mnmctron hetwem-flmp'aton, crosshead and waive reach rod. a cylimkr nn the crossbred-with piston nndmistumrml, the pidaen nod-terminating in aaleck elgnging 'theaguide hair, a valve connected to wsouneeioifi 'd pmelum,

wm diun' between the and .the-imnt and rear ends of the main cylinder, connection between the valve and the crosshead locking cylinder and connection between both ends of the main cylinder and crosshead locking cylinder, check valves in the connection between the ends of the main cylinder and the crosshead locking cylinder, means within the valve for delivering pressure into the crosshead locking cylinder simultaneously with the delivery of pressure into both ends of the main cylinder against the piston therein, and for simultaneously releasing the pressure from the crosshead cylinder and the opposite ends of the main cylinder in advance of admitting pressure to either end of the main cylinder and simultaneously releasing pressure from its opposite end, the fluid pressure connection through the valve for simultaneously admitting and releasing pressure to both ends of the main cylinder and to the crosshead cylinder being separate from the fluid pressure connection through the valve for simultaneously admitting and releasing pressure to the opposite ends of the main cylinder.

5. In a valve reversing mechanism, a main cylinder with piston and piston rod, a cross head, a guide bar, a valve reach rod, connection between the piston, crosshead and valve reach rod, a cylinder on the crosshead with piston and piston rod, the piston rod terminating in a lock engaging the guide bar, a rotary valve connected to a source of fluid pressure, connection between the valve and the front and rear ends of the main cylinder, connection between the valve and the crosshead locking cylinder and connection between both ends of the main cylinder and crosshcad locking cylinder, pressure admitting and retaining valve means in the connection between the ends of the main cylinder and the crosshead locking cylinder, mear. within the valve for delivering pressure into the crosshead locking cylinder simultaneously with the delivery of pressure into both ends of the main cylinder against the piston. therein and for simultaneorsl; releasing the pressure from the crossheznl cylinder and the opposite ends of the main cylinder in advance of admitting pressure to either end of the main cylinder and sin'iultaneously releasing pressure from its opposite end, the fluid pressure connection through the valve for sinuiltaneously admitting and releasing pressure to both ends of the main cylinder and to the crosshead cylinder being separate from the fluid pressure connection through the valve for simultaneously admitting and releasing pressure to the opposite ends o l the main cylinder.

6. In a valve reversing mechanism, a main cylinder with piston and piston rod, a crosshead, a guide bar, a valve reach rod, connection between the piston, crosshead and valve reach rod, a cylinder on the crosshead with piston and piston rod, the piston rod terminating in a lock engaging the guide bar, a rotary valve connected to a source of fluid pressure, connection between the valve connection between the valve and the crosshead locking cylinder and connection between both ends of the main cylinder and crosshead locking cylinder, check valves in the connection between the ends oi the main cylinder and the crosshead locking cylinder, means within the valve for delivering pressure into the crosshead locking cylinder simultaneously with the delivery of pressure into both ends of the main cylinder against the piston therein and for simultaneously releasing the pressure from the crosshcad cylinder and the opposite ends of the main cylinder in advance of admitting pressure to either end of the main cylinder and simultaneously releasing pressure from its oppo site end, the fluid pressure connection through the valve for simultaneously admitting and releasing pressure to both ends of the main cylinder and to the crosshead cylinder being separate from the fluid pressure connection through the valve for simultaneously admitting and releasing pressure to the opposite ends of the main cylinder.

7. In a valve reversing mechanism, a main cylinder with piston and piston rod, a main crosshead, a guide bar, a valve reach rod, connection between the piston, crosshead and valve reach rod, a cylinder on the crosshead with piston and piston rod, the piston rod terminating in a lock engaging the guide bar, an indicator crosshead, a guide bar for the indicator crosshead, direct connection between the main crosshead and the indicater crosshead, whereby the length oi travel leasing the pressure from the crosshcad cylinder and the opposite ends of the main cylinder in advance of: admitting pressure to either end of the main cylinder and si nmltaneously releasing presssure from its opposite end,the'fluid pressure connection through the valve for simultaneously admit ting and releasing pressure to both ends of the main cylinder and to the crosshead cylinder being separate from the fluid pressure connection through the valve for simultaand the front and rear ends ot' the main cylinder,

neously admitting and releasing pressure to the opposite ends of the maincylinder.

In a valve reversing mechanism, a main cylinder with piston and piston rod, a main crosshead, a guide bar, aivalve reach rod, connection between the piston, crosshead and valve reach rod, a cylinder on the cross head with ,piston and piston rod, the piston rod terminating in a lock engaging the guide bar, an indicator crosshead, a guide bar for the indicator crosshead, direct connection between the main crosshead and the indicator crosshead, whereby the length of travel of the main crosshead and indicator v. crosshead are the same, a valve connected to a source offluid pressure, connection between the-valve and the frontiand rear ends of the main cylinder, connection between the valve and the crosshead locking cylinder and connection (between both ends of the main cylinder and crosshead locking cylinder, pressure admitting and retaining valve means in the connection between the ends of the main cylinder and the crosshead locking cylinder, means within the-valve for delivering pressure into the'crosshead locking cylinder simultaneously iv-iththe delivery of pressure-into both ends ot the main cylinder against the piston therein and for simultaneously releasing the pressure from the crosshead cylinder and the opposite ends of the main cylinder in advance of [admitting pressure to either end of themain cylinder and simultaneously releasing pressure from its opposite end, thefluid pressure connection through the valve for simultaneously admitting and releasing pressure to both ends of the main cylinder and to the crosshead cylinder being separate from the fluid pressure connection through-the valve for simultaneously admitting and releasing pressure to the opposite ends of the rcnain cylinder. Y

9. In a valve reversing mechanism, a main 1 cylinder with piston and piston rod, a main crosshead, a guide bar, a valve reach nod, connection between the piston, crosshead and valve reach :rod, a cylinder on the crosshead with :and piston red, the piston rod terminating in a lock egaging the guide bar, an indicator crosshead a guide bar for the indicator crosshead, direct connection between the-main orosshead and the indicator crosshead, whereby-the length of travel of the main crosshead andindioator crosshead are the same,a rotary valve connected to a source-.offluid pressure, iconnection betweentheavah e and thefrcmt and rear ends of the \main cylinder, connection between the valve and the crosshead xliocking cylinder and-connection between both ends of the main cylinder and erossheadlocking cylinder, check valves in the ion between the endso'f themain 'cyli-ndernndthe cross head locking cylinder, means within the valve for delivering pressure into the crosshead locking cylinder simultaneously with the delivery of pressure into both ends of the (main cylinder against the piston therein and for simultaneously releasing the pressure from the crosshead cylinder and the opposite ends of the main cylinder in advance of admitting pressure to either end of the main cylinder and simultaneously releasing pressure'from its opposite end, the fluid pressure connection throughthe valve ,for simultaneously admitting and releasing pressure to both ends of the main cylinder and to the crosshead cylinder being separate from the fluid pressure connection through the valve for simultaneously admittin and releasing pressure to the opposite en s of the main cylinder.

10. In a pressure actuating valve, a body, a plurality of ports in the body providing premure inletsand outlets therethrough, the said ports terminating on their outer ends in pipe connections and on their inner ends in a valve seat, a valve on the seat with ports and outlets, .a chamber jointed to the body enclosing the valve, alpressure inlet into the chamber, the valve ports and outlets being so related to the seat ports that upon lapping :the value on the seat one valve port will admit pressure into one seat port while the other valve port is blanked against the seat and two valve-outlets will release pressure from two seat ports while the other valve outlets are blanked against the seat.

11. In a pressureactuati valve, a body, a plurality of ports in the body providing pressure inlets and outlets therethrough, the said ports terminating on their outer ends inupipe connections and on their inner ends in a valve seat, a valve on the seat with ports and outlets, .a chamber jointed to the body enclosing the valve, 9. pressure inlet into the chamber, the valve ports and outlets being so related-tothe seat ports that upon lapping the valve on the seat one valve port will admit pressure into one seat port while the other-valve ort is blanked against the seat and two v ve outlets will release pressure from two seat ports while :the other valve outlets are blanked against the seat, one of the .two said seat posts releasing pressureinto-onev-of the two said valve outlets in advance of the other.

12. In a pressure actuating valve a body, four ports in the body, terminating on their outer ends in'pipeconnections and on their inner ends in a valve seat, two ofthe ports being the same size, one smaller and one larger, a valve onthe seat with ports therein, one larger thanthe other, the smaller valve port being the same size as the smaller seatport, .and'the larger seat port being the same size as the like sized seat ports, the valve having four exhaust depressions on its seat face lcadiqg into a central exhaust naaaese cavity, two of the depressions being larger than the other two, andtwo the same size as the two like sized seat ports, except the size of the neck leading into the central cavity, the two larger depressions being the same size and equi-distant from either side oi the smaller valve port and thetwo smaller depressions being the same size and equidistant from. either side of the larger valve port, a chamber joined to the body enclosing the valve, a pressure inlet into the chamber, the larger of the seat ports in the body providing an exhaust outlet coincident with the central exhaust cavity of the valve, the normal position of the valve on its seat providing coincidence of the smaller valve port and smaller seat port and the blanking of the larger valve port against the valve seat equi-distant between the two like sized seat ports.

PATRICK SHEEDY. Witnesses C. J. MAR'rIN, J r., CHAS. F. WADAK. 

